Apparatus to interface a boarding bridge and a low doorsill airplane

ABSTRACT

Provided is an apparatus to interface a cab section of a boarding bridge having a first deck and an airplane having a second deck. The apparatus includes a lower-frame assembly, upper-frame assembly, bridge gangplank assembly, and airplane gangplank assembly. The lower-frame assembly includes a plurality of wheel assemblies. The upper-frame assembly is connected to the lower-frame assembly at adjustable height and pivoting position, and includes a third deck atop the upper-frame assembly. The bridge gangplank assembly is connected to a first end of the upper-frame assembly, and includes a fourth deck to connect the first deck and the third deck. The airplane gangplank assembly is connected to a second end of the upper-frame assembly, and includes at least a fifth deck to connect the third deck and the second deck.

CROSS REFERENCE TO RELATED APPLICATIONS

This is a continuation of U.S. patent application Ser. No. 14/274,270,filed May 9, 2014, which claims benefit of U.S. Provisional PatentApplication No. 61/830,431, filed on Jun. 3, 2013. The completedisclosures of these applications are hereby incorporated by thisreference in their entirety for all purposes.

BACKGROUND

1. Field

The present application relates to airplane systems. More specifically,the present application is directed to an apparatus that interfaces aboarding bridge and a low-doorsill airplane.

2. Brief Discussion of Related Art

Boarding bridges, also known as loading bridges or jet bridges, aresecond-level bridges that enable passengers to board an airplane from agate of an airport terminal and disembark (deplane) the airplane to thegate, efficiently without exposure to outside weather. Boarding bridgesexhibit various configurations depending on factors such as airportterminal design, airplane doorsill height, fueling position, and otherstructural or operational requirements. Boarding bridges generally haveretractable telescoping designs that include multiple tunnel sectionsallowing the boarding bridges to retract and extend (or telescope) todesired lengths to couple with arriving airplanes. The boarding bridgesgenerally have two terminal sections, a rotunda section that connects atunnel section to the gate and a cab section that connects a tunnelsection to the airplane.

The cab section, controlled by an operator, can be raised or lowered,extended or retracted, and can pivot to accommodate or dock withairplanes parked on the tarmac at different orientations to the boardingbridge. The cab is generally provided with an accordion-like canopy thatallows for a seal against the airplane. As such, boarding bridgesprovide enhanced access to aircraft for passengers with many types ofdisabilities and mobility impairments, as they may board and deplanewithout climbing stairs or using a specialized wheelchair lift.

While the cab of the boarding bridges can be raised or lowered to dockwith the doorsills of some generally larger airplanes, the cab generallycannot accommodate smaller airplanes (e.g., regional airplanes) thathave lower doorsill heights. In this case, the smaller airplanegenerally parks far away from the airport terminal, passengers board ordeplane the airplane using stairs and similarly use stairs to enter theairport terminal (located at the second-level), and generally thepassengers must be bussed between the airplane and the airport terminaland also monitored for safety and security compliance. This addssignificantly to the operational budgets of the airlines and theairports, increases airport delays, exposes passengers to outsideweather conditions, and requires special care and enhanced access forpassengers with disabilities or other mobility impairments.

It is therefore desirable to provide an apparatus that can interface aboarding bridge to low doorsill airplanes that enables passengers toefficiently board and deplane such airplanes from a second-level gate ofan airport terminal, mitigating exposure to the outside weatherconditions.

SUMMARY

In accordance with an embodiment, an apparatus to interface a cabsection of a boarding bridge having a first deck and an airplane havinga second deck is disclosed. The apparatus includes a lower-frameassembly, upper-frame assembly, bridge gangplank assembly, and airplanegangplank assembly. The lower-frame assembly includes a plurality ofwheel assemblies. The upper-frame assembly is connected to thelower-frame assembly at adjustable height and pivoting position, andincludes a third deck atop the upper-frame assembly. The bridgegangplank assembly is connected to a first end of the upper-frameassembly, and includes a fourth deck to connect the first deck and thethird deck. The airplane gangplank assembly is connected to a second endof the upper-frame assembly, and includes at least a fifth deck toconnect the third deck and the second deck.

BRIEF DESCRIPTION OF DRAWINGS

Some embodiments are illustrated by way of example and not limitation inthe figures of the accompanying drawings in which:

FIG. 1 illustrates an example apparatus to interface a boarding bridgeand an airplane;

FIG. 2 illustrates a bridge end of the apparatus of FIG. 1;

FIG. 3 illustrates an example caster-wheel assembly of the apparatus ofFIG. 1;

FIG. 4 illustrates an example lower-frame assembly of the apparatus ofFIG. 1;

FIGS. 5A-5C illustrate an example upper-frame assembly of the apparatusof FIG. 1;

FIG. 6A illustrates an example bridge gangplank assembly of theapparatus of FIG. 1;

FIG. 6B illustrates another example bridge gangplank assembly of theapparatus of FIG. 1;

FIGS. 7A, 7B and 8 illustrate an example airplane gangplank assembly ofthe apparatus of FIG. 1;

FIG. 9 illustrates connection of the lower frame assembly to theupper-frame assembly of the apparatus of FIG. 1;

FIGS. 10 and 11 illustrate the integration of the airplane gangplankassembly with the upper-frame assembly of the apparatus of FIGS. 1; and

FIGS. 12A and 12B illustrate an example proximity post of the apparatusof FIG. 1.

FIG. 13 illustrates a top view of the apparatus of FIG. 1 extendedduring operation;

FIG. 14 illustrates side view of the apparatus of FIG. 1 extended duringoperation to interface a boarding bridge and an airplane; and

FIG. 15 illustrates side cross-sectional view of the apparatus of FIG.14 extended during operation to interface the boarding bridge and theairplane.

DETAILED DESCRIPTION

An apparatus to interface a boarding bridge and a low doorsill airplaneis disclosed. In the following description, for the purposes ofexplanation, numerous specific details are set forth in order to providea thorough understanding of particular embodiments. It will be evidentto one skilled in the art, however, that certain embodiments may bepracticed without these specific details.

FIG. 1 illustrates an example apparatus 100 to interface a boardingbridge and an airplane (e.g., low doorsill airplane). The apparatus 100includes a lower-frame assembly 102, an upper-frame assembly 114, abridge gangplank assembly 116, and an airplane gangplank assembly 122.The apparatus 100 can be made of any metal (e.g., aluminum), acombination of metals (e.g., aluminium, steel), as well as othermaterials (e.g., vinyl, rubber).

The lower-frame assembly 102 is a generally tubular structure (e.g.,square cross-section) that supports the upper-frame assembly 114, thebridge gangplank assembly 116, and the airplane gangplank assembly 122.The lower-frame assembly 102 includes caster-wheel assemblies 104, ajack assembly 106, push-bars 108, and a tow-bar 110. The lower-frameassembly 102 will be described in greater detail below with reference toFIG. 4.

The caster-wheel assemblies 104 are disposed at the corners of thelower-frame assembly 102 to facilitate movement (e.g., stowing and/orretrieving) of the apparatus 100 and maneuvering of the apparatus 100 inrelation to the boarding bridge and airplane, facilitating the interfaceof these structures during the use of the apparatus (e.g., setup).Specifically, the lower-frame assembly 102 can include two (2) fixedcaster-wheel assemblies, e.g., in the front (aircraft end), and two (2)swivel caster-wheel assemblies, e.g., in the rear (bridge end). Itshould be noted that all caster-wheel assemblies 104 can also be of theswivel type. The caster-wheel assembly 104 will be described in greaterdetail below with reference to FIG. 3.

The jack assembly 106 is approximately centrally disposed with respectto the lower-frame assembly 102 and facilitates the adjustment of thevertical height of the upper-frame assembly 114 and the gangplankassemblies 116, 122 with respect to the lower-frame assembly 102, as maybe necessary to dock with airplanes having different doorsill heights aswell as with boarding bridges having different deck heights. The jackassembly 106 will be described in greater detail below with reference toFIG. 4

The push-bars 108 facilitate ground personnel in manually pushing orpulling the apparatus 100, e.g., for interfacing with the boardingbridge and/or the airplane, as well as for stowing and/or retrieving.The push-bars 108 can be secured firmly to various locations of thelower-frame assembly 102, e.g., side sections shown in FIG. 1 or middlesection shown in FIG. 4. The push-bars 108 project out a distance fromthe periphery of the lower-frame assembly 102 to provide groundpersonnel with sufficient clearance for moving and/or adjusting theapparatus 100.

The tow-bar 110 facilitates attachment of the apparatus 100 to amechanised device for towing the apparatus 100, e.g., stowing and/orretrieving. The tow-bar 110 is pivotably secured to the lower-frameassembly 102, such that the tow-bar 110 can be folded during operationof the apparatus 100, and unfolded during towing. The tow-bar 110 willbe described in greater detail below with reference to FIG. 2.

The upper-frame assembly 114 is generally a tubular structure (e.g.,square cross-section) that connects the bridge gangplank assembly 116and the airplane gangplank assembly 122, providing canopy sections 124,126 for a covered passenger platform or walkway 128 that interfaces theboarding bridge and the airplane. A part of the upper-frame assembly114, such as the canopy sections 124, 126, can be covered with vinyl (oranother durable and weather-impermeable material) to mitigate theeffects of weather (e.g., sun, rain, snow). A proximity post 112(described in greater detail with reference to FIGS. 12A and 12B) issecured to the upper-frame assembly 114 in the front (aircraft end) as aguide for the proximity of the apparatus 100 to the airplane, tofacilitate positioning of the apparatus 100 during operation. Theupper-frame assembly 114 will be described in greater detail below withreference to FIGS. 5A-5C.

The bridge gangplank assembly 116 is pivotably secured to theupper-frame assembly 114 to connect the upper-frame assembly 114 to theboarding bridge. The bridge gangplank assembly 116 includes torsionsprings 118, 120 to assist in raising and lowering the bridge gangplankassembly 116 with respect to the upper-frame assembly 114 to theboarding bridge. The bridge gangplank assembly 116 can have differentstructures (e.g., adjustable flap) as will be described in greaterdetail below with reference to FIGS. 6A and 6B.

The airplane gangplank assembly 122 is articulably secured to theupper-frame assembly 114 to connect the upper-frame assembly 114 to theairplane. Specifically, the airplane gangplank assembly 122 is pivotablewith respect to the upper-frame assembly 114, providing zero-balancepivotability to assist in raising and lowering the airplane gangplankassembly 122 with respect to the upper-frame assembly 114 to theairplane. The airplane gangplank assembly 122 also swivels side-to-sideto assist in fine tuning the positioning of the airplane gangplankassembly 122 with respect to the airplane doorsill and handrails. Theairplane gangplank assembly 122 will be described in greater detailbelow with reference to FIGS. 7A, 7B and 8.

FIG. 2 illustrates the rear (bridge end) of the apparatus 100. As shown,the lower-frame assembly 102 is secured adjustably to the upper-frameassembly 114 at the corners thereof with tubular posts (e.g., squarecross-section). For example, a post 202 secures to the lower-frameassembly 102 by locking pin 204 and to the upper-frame assembly 114 by alocking pin 206. The post 202 includes a plurality of positions 203(e.g., holes for pin 204) for adjusting the height of the upper-frameassembly 114 with respect to the lower-frame assembly 102.

Similarly, a post 208 secures to the lower-frame assembly 102 by alocking pin 210 and to the upper-frame assembly 114 by a locking pin212. The post 208 also includes a plurality of positions 209 (e.g.,holes for pin 210) for adjusting the height of the upper-frame assembly114 with respect to the lower-frame assembly 102. It should be notedthat the front (aircraft end) of the apparatus 100 includes similarlyadjustable construction (e.g., posts secured by locking pins), as willbe described in greater detail with reference to FIG. 9.

The tow-bar 110 is pivotably secured to c-shaped brackets of thelower-frame assembly 102 by locking pins 214, 216, such that the tow-bar110 can be folded and unfolded during operation and towing of theapparatus 100, respectively.

FIG. 3 illustrates an example caster-wheel assembly 104. As shown, thecaster-wheel assembly 104 is disposed at a corner of the lower-frameassembly 102 to facilitate movement (e.g., stowing and/or retrieving) ofthe apparatus 100 and maneuvering of the apparatus 100 in relation tothe boarding bridge and airplane during operation of the apparatus. Asdescribed earlier, four (4) such caster-wheel assemblies are provided.The caster-wheel assembly 104 includes a structure 302, a stabilizerassembly 306, a wheel assembly 314, and optionally, a retention assembly320.

The structure 302 is tubular (e.g., square cross-section) and extendsfrom the periphery of the lower-frame assembly 102 to form a righttriangle with respect to the lower-frame assembly 102. The structure 302is reinforced to the lower-frame assembly 102 with a plate 305.Alternate shapes for the structure 302 are of course possible, such asan equilateral structure (e.g., rectangular).

The stabilizer assembly 306 is secured to a post 303, which is securedto the structure 302 by a locking pin 312. The stabilizer assembly 306includes a stabilizer jack 304, a ground plate 308, and a handle 310. Ac-shaped flange secured to a terminal end of the post 303 connects thepost 303 to the stabilizer stabilizing jack 304 of the stabilizerassembly 306. During operation, the rotation of the handle 310(clockwise) extends or (counter-clockwise) retracts the plate 308 inrelation to the ground.

Accordingly, the stabilizer assembly 306 at each corner of thelower-frame assembly 102 prevent the apparatus 100 from being moved outof place inadvertently when the apparatus 100 is positioned in relationto an airplane. Similarly, the stabilizer assemblies 306 can also beused to prevent the apparatus 100 from moving during windy weather whenthe apparatus 100 is stowed.

The wheel assembly 314 includes a caster bracket 316 and a caster wheel318. The caster bracket 316 is secured to the bottom of the structure302. The caster wheel 318 is rotationally secured to the caster bracket316. The caster bracket 316 can be articulable, such that it can swivelin relation to the structure 302, or it can be fixed in relation to thestructure 302. As described herein, two (2) fixed-wheel assemblies 314can be provided in the front (aircraft end) and two (2) swivel-wheelassemblies 314 can be provided in the rear (bridge end). Alternatively,all wheel assemblies 314 can be of the swivel type.

The retention assembly 320 can facilitate a stronger connection of theapparatus 100 to the ground. The retention assembly 320 includes aneyebolt 322, wire segments 323, 325, a turnbuckle 324, and a snap hook326. The eyebolt 322 is secured to a section of the structure 302. Wiresegments 323, 325 connect the eyebolt 322 to the turnbuckle 324 and thesnap hook 326, respectively. The snap hook 326 can connect the retentionassembly 320 to a bracket 328 mounted in the ground. When bracket 328 isnot in use it can be covered by a cover 330.

FIG. 4 illustrates an example lower-frame assembly 102. The lower-frameassembly 102 includes a first frame member having tubular segments(e.g., square cross-section) 402-408, and a second frame member havingtubular segments (e.g., square cross-section) 410-416. The first framemember and the second frame member are connected by tubular segments(e.g., square cross-section) 417 and reinforced by plates 415 to formthe lower-frame assembly 102.

The jack assembly 106 is approximately centrally disposed with respectto the lower-frame assembly 102 and is connected to the tubular segment408 of the first frame member. The jack assembly 106 is a hydraulic jackthat includes a base 418, a post 420 and a handle 422. The post 420 (aportion of which is shown in FIG. 4) is connected to the upper-frameassembly 114, which is described in greater detail below with referenceto FIG. 9. It is noted that the jack assembly 106 can be a differenttype of jack, e.g., a mechanical jack.

In operation, the depression of the handle 422 causes the post 420 toextend with respect to the base 418 to adjust the vertical height of theupper-frame assembly 114 and connected gangplank assemblies 116, 122with respect to the lower-frame assembly 102, as may be necessary todock with airplanes having different doorsill heights. A valve (notshown) of the jack assembly 106 can be opened in order to lower the post420 with respect to the base 418 to adjust the vertical height of theupper-frame assembly 114 and connected gangplank assemblies 116, 122with respect to the lower-frame assembly 102.

The lower-frame assembly 102 can further include a tubular segment 428to connect a pedal jack assembly 424 using a tubular section 426 and alocking pin 430. The pedal jack assembly 424 includes a pedal jack 432,a ground plate 436, and a post (e.g., round cross-section) 434. Duringoperation, stepping on the pedal jack 432 extends the post 434 toward tothe ground, causing the plate 436 to contact or engage the ground. Thepedal jack assembly 424 can temporarily fixate or stabilize the initialposition of the apparatus 100, which offers sufficient initial stabilityto deploy other stabilizer assemblies 306.

FIGS. 5A-5C illustrate an example upper-frame assembly 114. Theupper-frame assembly 114 includes tubular support sections 502-506, decksections 508, 520, tunnel structure 510, handrails 516, 518, connectiondevice 522, and c-shaped channels 528, 530.

The terminal tubular support sections 502, 506 support the upper-frameassembly 114 and connect the upper-frame assembly 114 to the lower-frameassembly 102 using posts 202, 208, 902, 908, as shown in FIGS. 2 and 9,for example. Moreover, the middle tubular support section 504 supportsupper-frame assembly 114 and connects the upper-frame assembly 114 tothe lower-frame assembly 102 using the jack assembly 106, as shown inFIG. 9, for example.

The deck sections 508, 520 extend along the c-shaped channels 528, 530between the terminal tubular support sections 502, 506. The deck section508 slopes down from a highest point between the c-shaped channels 528,530, at the terminal tubular support section 502, toward a lowest pointbetween the c-shaped channels 528, 530, as indicated by demarcation 521where the deck sections 508, 520 meet. Thus, the deck section 520 is atan angle with respect to the deck section 508. Specifically, the decksection 520 is intended to be approximately parallel to the ground,while deck section 508 slopes down toward the deck section 520. Thec-shaped channels 528, 530 are secured to the tubular support sections502, 506.

The tunnel structure 510 includes tubular sections 512, 514. The tubularsections 512 are of an arcuate shape, while tubular sections 514 arestraight. The tubular sections 512 are spaced apart from each other andare connected to the c-shaped channels 528, 530 in an upright manner,e.g., with terminal ends of the tubular sections 512 being secured tothe c-shaped channels 528, 530. The tubular sections 514 are also spacedapart from each other and secured to the tubular sections 512 in atransverse orientation to form a tunnel shape.

A material (e.g., vinyl) is secured to a top portion of the tunnelstructure 510 to form the canopy 124 (FIG. 5B). Additionally, a material(e.g., vinyl) can also be secured to tubular sections 514 along one ormore sections of the tunnel structure 510, as indicated by sections 532,534 (FIG. 5B). For example, in some embodiments the entire tunnelstructure 510 can be covered. Covered sections of the tunnel structure510 prevent weather (e.g., rain, snow) from entering the tunnelstructure 510, while open sections allow light into the tunnel structure510. It should be noted that some or all of the tunnel structure 510 canbe covered with a translucent material, allowing light to penetratewhile also preventing weather from entering the tunnel structure 510.Various covered sections can be opaque or translucent, varying the areasand amounts of light penetrating into the tunnel structure 510.

The handrails 516, 518 are secured to the deck sections 508, 520 andalso to the tubular sections 512 of the tunnel structure 510. Thehandrails 516, 518 provide passengers with support as they travel alongthe deck sections 508, 520.

The connection device 522 is integrated into the deck section 520 tofacilitate mating and articulation of the airplane gangplank assembly122 with respect to the upper-frame assembly 114, as will be describedin greater detail below with reference to FIGS. 10 and 11. Theconnection device 522 includes stacked flange bearings 524 surrounded byball bearings 526.

FIG. 6A illustrates an example bridge gangplank assembly 116. The bridgegangplank assembly 116 includes a deck 602 and telescoping handrails606, 616. The deck 602 has a rubberized threshold 604 and borders 605.The rubberized threshold 604 extends along the width of the deck 602,while the borders 605 extend at least partially along the length of thedeck 602.

The telescoping handrails 606, 616 are secured to the deck 602 and theborders 605. The telescoping handrails 606, 616 include a first section608 and a telescoping second section 610. The second section 610includes a plurality of positions (e.g., openings) 612 for adjusting thelength of the second section 610 with respect to the first section 608.A spring pin 614 secures the second section 610 to the first section 608at one of the positions 612.

FIG. 6B illustrates another example of a bridge gangplank assembly 116.The bridge gangplank assembly 116 is similar to that illustrated in FIG.6A, except that the deck 602 has two (2) deck sections 618 and 620secured by a hinge 622. The deck sections 618, 620 are angled as shown,providing articulation sufficient to mate smoothly (without a trippinghazard) with a deck of the boarding bridge that is tilted sideways, assome boarding bridges do not have a leveling feature. Accordingly, theborders 605 are of uneven lengths, including a border 605 a that islonger than the border 605 b. This enables the bridge gangplank assembly116 to interface a tilted boarding bridge, thereby providing a smoothand unobstructed passageway to the passengers between the boardingbridge and the apparatus 100.

Moreover, this example of the bridge gangplank assembly 116 includesadjustable levelers 624, 626 that can be adjusted to mate with thewalking surface of the tilted boarding bridge. The adjustable levelers624, 626 include a post 628 having a terminal plate (e.g., round plate),a bracket 630 having multiple level positions, and a locking pin 632.The post 628 can be moved vertically in relation to the bracket 630 andlocked in a desirable position by the locking pin 632, e.g., in whichthe terminal plate contacts the walking surface of the boarding bridge.

FIGS. 7A-8 illustrate an example airplane gangplank assembly 122. Theairplane gangplank assembly 122 includes handrails 702, 704, turntable706, deck sections 708, 710, 712, and latching mechanism 714.

The airplane gangplank assembly 122 is wider at the interface with theupper-frame assembly 114 and narrower at the interface with the airplanedoorsill, as particularly shown in FIGS. 7A and 7B. The handrails 702,704 are thus secured to the deck section 710 (at its wide part) andextend approximately along the narrower borders 705.

The turntable 706 is disposed approximately flush with the deck section708 and includes a shaft (e.g., round cross-section) 802 that extendsthrough the deck section 708, as particularly shown in FIG. 8. The shaft802 is received through the stacked flange bearings 524 and the decksection 708 is disposed atop the ball bearings 526 (FIGS. 5A-5C), aswill be described in greater detail with reference to FIGS. 10 and 11.This enables the airplane gangplank assembly 122 to swivel side-to-sidein order to assist in positioning the airplane gangplank assembly 122with respect to the airplane doorsill and handrails.

The deck section 710 is secured to a frame 711. Moreover, the decksection 710 is secured to the deck section 708 by a hinge 709, allowingthe deck section 710 (with frame 711) to pivot in respect to the decksection 708. Specifically, the frame 711 includes strut assemblies 716,which enable zero-balance pivotability of the deck section 710 (withframe 711) to assist in raising and lowering the airplane gangplankassembly 122 with minimal application of force. The strut assemblies 716are secured to strut support brackets 722 (e.g., triangular) and theelongate members 720 of the frame 711.

The deck section 710 includes a first portion 710 a and a second portion710 b that is at an angle with respect to the first portion 710 a (e.g.,sloping down toward the airplane). Similarly, the frame 711 includes afirst section 724 and a second sloping section 726 (e.g., sloping downtoward the airplane).

The latching mechanism 714 allows engagement/disengagement of the pin715 with a reciprocal device 718 (having an opening) disposed on theoutside of the border 705 to allow the airplane gangplank assembly 122to be folded/retained securely for stowing/maneuvering and to be openedduring operation.

The deck section 712 is secured to the frame 711 approximately flushwith the deck section 710. Rubberized thresholds 728, 730 are providedat edges of the deck sections 708, 712, respectively, to provide forsecure passageway of the passengers.

FIG. 9 illustrates connection of the lower frame assembly 102 to theupper-frame assembly 114.

As shown, the lower-frame assembly 102 is secured adjustably to theupper-frame assembly 114 at the corners thereof with tubular posts(e.g., square cross-section). For example, posts 202, 208, 902, 908secure to the lower-frame assembly 102 by respective locking pins 204,210, 904, 910 and to the upper-frame assembly 114 by respective lockingpins 206, 212, 906, 912. As shown, the posts 202, 208, 902, 908 includea plurality of positions for adjusting the height of the upper-frameassembly 114 with respect to the lower-frame assembly 102, as describedhereinabove with reference to FIG. 3.

As further shown, the base 418 of the jack assembly 106 is approximatelycentrally disposed with respect to the lower-frame assembly 102 and isconnected to the tubular segment 408 of the lower-frame assembly 102. Abracket 916 is secured to the underside of the tubular support section504 of the upper-frame assembly 114. The post 420 of the jack assembly106 includes a narrower post section 914 that is connected to thebracket 916 by a locking pin 918. This connection enables the raising orlowering of the upper-frame assembly 114 unevenly with respect to thelower-frame assembly 102 (e.g., bridge side being higher than airplaneside), as may be necessary to interface a certain boarding bridge with acertain airplane.

FIGS. 10 and 11 illustrate the integration of the airplane gangplankassembly 122 with the upper-frame assembly 114. A cross-section of theairplane gangplank assembly 122 and the upper-frame assembly 114 isshown to aid in understanding the integration of these components.

Tubular frame members (e.g., rectangular cross section) 1002, 1004 arespaced apart and extend crosswise to the deck section 520. Moreover, theframe members 1002, 1004 are secured to the deck section 520 above andto the c-shaped channels 528, 530 at the sides (FIGS. 5A-5C). Extendingbetween the frame members 1002, 1004 is a flange bearing support 1006,which is secured to the frame members 1002, 1004. The flange bearingsupport 1006 is c-shaped. The flange bearing assembly 524 includes afirst flange bearing 1016 that is disposed on top the flange bearingsupport 1006 and a second flange bearing 1018 that is disposed on theunderside of the flange bearing support 1006. The flange bearings aresecured to one another through the flange bearing support 1006. A plate1008 is secured to the flange bearing support 1006 with bolts 1012 toenclose the flange bearing support 1006.

The deck section 708 is disposed in swivelable contact with the ballbearing 526, and the turntable 706 is disposed approximately flush withthe deck section 708. The shaft 802 extends from the turntable 706through the deck section 708, through the flange bearing support 1006,through the flange bearings assembly 524, and further through the plate1008. A disk 1015 is secured to the shaft 802 by the flange screw 1014.This prevents the airplane gangplank assembly 122 from disconnectingfrom the upper-frame assembly 114, while enabling the airplane gangplankassembly 122 to swivel side-to-side with respect to upper-frame assembly114.

FIGS. 12A and 12B illustrate an example proximity post 112. Theproximity post 112 is secured to the tubular support sections 506 of theupper-frame assembly 114 (aircraft end) as a guide for the proximity ofthe apparatus 100 in respect to the airplane, to facilitate positioningof the apparatus 100 during operation.

Retention plate 1202 secures the proximity post 112 to the tubularsupport section 506 of the upper-frame assembly 114 using screws 1204,for example. The proximity post 112 includes two elongated plates 1206,1208 that are slideably engaged by a riveting pin 1210 throughrespective channels 1211. Elongated plate 1206 is pivotably secured tothe retention plate 1202 by a rivet 1213 and can be secured in one ormore pivotable positions by detent 1212.

Accordingly, the proximity post 112 (elongated plates 1206, 1208) canextend from and pivot in relation to the support section 506. Theproximity post 112 further includes extensible arm 1214, which issecured to the elongated plate 1208. The extensible arm 1214 includes atelescoping section 1218. A screw 1216 can secure the telescopingsection 1218 in one of many extended position with respect to theextensible arm 1214. This provides multiple proximity sensing positionsfor the proximity post 112.

FIG. 13 illustrates a top view of the apparatus 100 extended duringoperation.

As shown, the passenger platform or walkway 128, which includes decks602, 508, 520, 708, 710, 712, interfaces the boarding bridge and theairplane, as will be described in greater detail below with reference toFIGS. 14 and 15. Moreover, the canopy sections 124, 126 mitigate theeffects of weather (e.g., sun, rain, snow).

FIG. 14 illustrates a side view of the apparatus 100 extended duringoperation to interface a boarding bridge 1402 (cab section) and anairplane 1408. It is noted that only a cab section of the boardingbridge 1402 is shown for clarity. It is understood that the boardingbridge 1402 includes telescoping tunnel sections (not shown) and arotunda (not shown) connecting the boarding bridge 1402 to the gate 1400of the airport terminal.

The cab section of the boarding bridge 1402 includes a control station1404 to adjust the boarding bridge 1402 with respect to apparatus 100,such that the apparatus 100 can interface the boarding bridge 1402 andthe airplane 1408. As shown, the walkway 128 of the apparatus 100 (FIGS.1 and 13) interfaces the deck 1406 of the boarding bridge 1402 and thedeck 1410 of the airplane 1408. More specifically, the bridge gangplankassembly 116 is disposed atop the deck 1406 of the boarding bridge 1402,and the airplane gangplank assembly 122 is disposed atop the airplanedeck 1410 of the airplane 1408 and between the handrails 1414 of theairplane staircase 1412.

FIG. 15 illustrates side cross-sectional view of the apparatus 100extended during operation to interface the boarding bridge 1402 and theairplane 1408.

As shown, the deck 1406 of the boarding bridge 1402 interfaces the deck602 (bridge gangplank assembly 116) of the walkway 128. Moreover, thedeck 710 (airplane gangplank assembly 122) of the walkway 128 interfacesthe deck 1410 of the airplane 1408. The walkway 128 includes the decks602, 508, 520, 708, 710, 712, as described with reference to FIGS. 1 and13.

The following briefly describes the operational characteristics andadvantages of the apparatus 100 in interfacing the boarding bridge 1402and the airplane 1408 during arrival and departure.

The apparatus 100 is a non-motorized piece of ground equipment thatallows passengers to board and deplane from the airplane 1408 onto aboarding bridge 1402. Moreover, the apparatus 100 provides a safe andsecure walkway or passageway 128 for passengers to enter or exit theboarding bridge 1402 and seamlessly connect the passengers to thecomfort of a conventional second-level gate of a terminal.

The apparatus 100 is adjustable for connecting to different boardingbridges and is further adjustable for various airplanes (e.g., CR-J, EMBand SAAB 340). Specifically, the apparatus 100 provides the ability toadjust the vertical height at the front (aircraft end) and at the rear(bridge end). This is a useful feature for mating with various styles ofboarding bridges and various airplanes. Specifically, the jack assembly106 facilitates the adjustment of the vertical height of the upper-frameassembly 114 and the gangplank assemblies 116, 122 with respect to thelower-frame assembly 102, as may be necessary to dock with airplaneshaving different doorsill heights as well as with boarding bridgeshaving different deck heights.

To adjust the vertical height of the apparatus 100 at the bridge end,the valve (not shown) of the jack assembly 106 is closed securely. Thehandle 422 of the jack assembly 106 is used to pump the jack slightly inorder to relieve pressure on the pins 204, 210. The pins 204, 210 areremoved once they become loose. The bridge end of the upper-frameassembly 114 and the bridge gangplank assembly 116 are raised or loweredto a desired height with respect to the lower-frame assembly 102 byusing the jack assembly 106, e.g., pumping the handle 422 to raise, andopening the valve to lower. Once the holes (e.g., positions 203, 209) ofthe posts 202, 208 are aligned with the respective holes for the pins204, 210 at the desired height, the pins 204, 210 are re-inserted tosecure the posts 202, 208 to the lower-frame assembly 102.

A similar set of operations can be used to adjust the vertical height ofthe apparatus 100 at the front (aircraft end), whether approximatelyconcurrently with adjustment at the bridge end or separately therefrom.If aircraft end is adjusted approximately concurrently with theadjustment at the bridge end, the pressure on the pins 904, 910 has thusbeen relieved using the jack assembly 106. If not, the operations to doso are performed as described hereinabove. The pins 904, 910 are removedonce they become loose. The aircraft end of the upper-frame assembly 114and the airplane gangplank assembly 122 are raised or lowered to adesired height with respect to the lower-frame assembly 102 by using thejack assembly 106, e.g., pumping the handle 422 to raise, and openingthe valve to lower. Once the holes of the posts 902, 908 are alignedwith the respective holes for the pins 904, 910 at the desired height,the pins 904, 910 are re-inserted to secure the posts 902, 908 to thelower-frame assembly 102.

The apparatus 100 further provides the passengers with protection fromweather conditions during the boarding or deplaning, with passengersnever having to climb or descend stairs to enter or exit the airplane1408. Disabled or wheelchair-bound passengers can board and deplanewithout interruption or a separate lifting device, dramatically reducingthe time required to complete boarding or deplaning. Because theapparatus 100 connects passengers directly to the boarding bridge 1402,fewer ground personnel are required for safety and security complianceas the passengers do not need to traverse an active tarmac.

During arrival, with the boarding bridge 1402 safely positioned awayfrom the inbound airplane 1408, the apparatus 100 is rolled by groundpersonnel into a safe location near the cab of the boarding bridge 1402,making sure the apparatus 100 is also clear from the airplane 1408. Oncethe airplane has blocked-in and the engines are shut down, the cabindoor/staircase 1412 is then deployed.

The apparatus 100 is then maneuvered into place by pushing push-bars 108of the apparatus 100 (FIG. 1) in order to align the apparatus 100approximately perpendicularly to the cabin of the airplane 1408 and atapproximate proximity to the cabin door/staircase 1412. In this regard,the proximity post 112 of FIG. 1, set to a proximity sensing positiondescribed with reference to FIGS. 12A, 12B, is used to guide theapparatus 100 to the approximate proximity to the cabin door/staircase1412 of the airplane 1408. The stabilizer assemblies 306 (FIG. 3) arethen deployed to secure the position of the apparatus 100 with respectto the airplane 1408.

After the apparatus 100 is placed in the appropriate position withrespect to the airplane 1408, the boarding bridge 1402 is driven by agate agent using control station 1404 into position at the opposite sideof the apparatus 100. When the boarding bridge 1402 is within a shortdistance (e.g., 1 meter) of the apparatus 100, the speed of the boardingbridge 1402 is reduced to a minimum, allowing the alignment with theapparatus 100. The alignment includes side-to-side alignment andvertical alignment. More specifically, the boarding bridge 1402 isstopped such that its bumper is touching or is within a close proximityof touching the apparatus 100.

With the boarding bridge 1402 in appropriate position and powered off,the gate agent walks over to the apparatus 100 and deploys the bridgegangplank assembly 116, lowering the bridge gangplank assembly 116 ontothe boarding bridge deck 1406. In those cases where the boarding bridge1402 is not leveled and the bridge gangplank assembly 116 includes decksections 618, 620, the gate agent can also articulate deck section 620and the levelers 624, 626 to interface the bridge gangplank assembly 116with the boarding bridge deck 1406 of the boarding bridge 1402.

The gate agent further walks through the apparatus 100 to the airplanegangplank assembly 122 and deploys the airplane gangplank assembly 122.In order to deploy the airplane gangplank assembly 122, the gate agentdepresses the latching mechanism 714 towards the airplane gangplankassembly 122. The latching mechanism 714 disengages the pin 715. Whilestill depressing the latching mechanism 714, the gate agent pushes theairplane gangplank assembly 122 down toward the airplane. Once theairplane gangplank assembly 122 is within close proximity of theairplane 1408, the airplane gangplank assembly 122 is swiveled andfurther pushed to deploy the airplane gangplank assembly 122 between thehandrails 1414 of the door/staircase 1412.

During departure, the gate agent walks through the apparatus 100 to theairplane gangplank assembly 122. The gate agent grabs the handles 702,704 and pulls the airplane gangplank assembly 122 up and into thestowing position. Using the latching mechanism 714, the pin 715 isengaged to retain the airplane gangplank assembly 122 in the stowedposition.

The gate agent further walks through the apparatus 100 to the boardingbridge 1402 and using rails 606, 616 of the bridge gangplank assembly116 then raises the bridge gangplank assembly 116 into the apparatus100. The gate agent then safely drives boarding bridge 1402 using thecontrol station 1404 to a designated stow location.

Ground personnel disengage the stabilizer assemblies 306 (FIG. 3) andmaneuver the apparatus 100 away from the airplane 1408 using thepush-bars 108. The apparatus 100 can then be pushed using the push-bars108 and/or driven using the tow-bar 110 to a stowing location, where thestabilizer assemblies 306 (FIG. 3) can also be deployed to prevent theapparatus from moving while stowed.

Thus, an apparatus to interface a boarding bridge and a low doorsillairplane have been described. Although specific example embodiments havebeen described, it will be evident that various modifications andchanges may be made to these embodiments without departing from thebroader scope of the invention. Accordingly, the specification anddrawings are to be regarded in an illustrative rather than a restrictivesense. The accompanying drawings that form a part hereof, show by way ofillustration, and not of limitation, specific embodiments in which thesubject matter may be practiced.

The embodiments illustrated are described in sufficient detail to enablethose skilled in the art to practice the teachings disclosed herein.Other embodiments may be utilized and derived therefrom, such thatstructural and logical substitutions and changes may be made withoutdeparting from the scope of this disclosure. This Detailed Description,therefore, is not to be taken in a limiting sense, and the scope ofvarious embodiments is defined only by the appended claims, along withthe full range of equivalents to which such claims are entitled.

Such embodiments of the inventive subject matter may be referred toherein, individually and/or collectively, by the term “invention” merelyfor convenience and without intending to voluntarily limit the scope ofthis application to any single invention or inventive concept if morethan one is in fact disclosed. Thus, although specific embodiments havebeen illustrated and described herein, it should be appreciated that anyarrangement calculated to achieve the same purpose may be substitutedfor the specific embodiments shown. This disclosure is intended to coverany and all adaptations or variations of various embodiments.Combinations of the above embodiments, and other embodiments notspecifically described herein, will be apparent to those of skill in theart upon reviewing the above description.

The Abstract is provided to comply with 37 C.F.R. §1.72(b) and willallow the reader to quickly ascertain the nature and gist of thetechnical disclosure. It is submitted with the understanding that itwill not be used to interpret or limit the scope or meaning of theclaims.

In the foregoing description of the embodiments, various features aregrouped together in a single embodiment for the purpose of streamliningthe disclosure. This method of disclosure is not to be interpreted asreflecting that the claimed embodiments have more features than areexpressly recited in each claim. Rather, as the following claimsreflect, inventive subject matter lies in less than all features of asingle disclosed embodiment. Thus, the following claims are herebyincorporated into the Description of the Embodiments, with each claimstanding on its own as a separate example embodiment.

1. An apparatus to interface a cab section of a boarding bridge having afirst deck and an airplane having a second deck, the apparatuscomprising: a lower-frame assembly including a plurality of wheelassemblies; an upper-frame assembly connected to the lower-frameassembly at a first adjustable height and in a first adjustable pivotingposition, the upper-frame assembly including a third deck atop theupper-frame assembly; a bridge gangplank assembly connected to a firstend of the upper-frame assembly to interface the boarding bridge, thebridge gangplank assembly including a fourth deck to connect the firstdeck of the boarding bridge and the third deck of the upper frameassembly; and an airplane gangplank assembly articulably connected to asecond end of the upper-frame assembly to interface the airplane at oneor more positions with respect to the upper-frame assembly, the airplanegangplank assembly including at least a fifth deck to connect the thirddeck of the upper frame assembly and the second deck of the airplane. 2.The apparatus according to claim 1, wherein the apparatus comprises ajack assembly secured between the lower-frame assembly and theupper-frame assembly to provide height adjustability of the upper-frameassembly with respect to the lower-frame assembly.
 3. The apparatusaccording to claim 1, wherein the apparatus includes a plurality ofposts connecting the upper-frame assembly to the lower-frame assembly,the plurality of posts individually adjustable to provide pivotingadjustability of the upper-frame assembly with respect to thelower-frame assembly.
 4. The apparatus according to claim 1, wherein theupper-frame assembly comprises arcuate tubular members disposed uprightand straight tubular members disposed transversely to the arcuatetubular members to form a tunnel structure.
 5. The apparatus accordingto claim 4, wherein the upper-frame assembly comprises handrails securedto the third deck and the arcuate tubular members.
 6. The apparatusaccording to claim 4, wherein a section of the tunnel structure iscovered by a material.
 7. The apparatus according to claim 6, whereinthe section is a canopy of the tunnel structure.
 8. The apparatusaccording to claim 6, wherein the section is a side of the structure. 9.The apparatus according to claim 4, wherein the apparatus furthercomprises a canopy secured to an arcuate tubular member of the tunnelstructure.
 10. The apparatus according to claim 1, wherein the fourthdeck of the bridge gangplank assembly comprises: a first deck section; asecond deck section; and a hinge securing the first deck section to thesecond deck section.
 11. The apparatus according to claim 10, whereinthe first deck section and the second deck section are triangular. 12.The apparatus according to claim 11, wherein the bridge gangplankassembly comprises one or more levelers to adjust the position of thesecond deck section with respect to the first deck of the boardingbridge.
 13. The apparatus according to claim 1, wherein the third deckof the upper-frame assembly comprises: a first deck section; and asecond deck section.
 14. The apparatus according to claim 13, whereinthe second deck section is at an angle with respect to the first decksection.
 15. The apparatus according to claim 13, wherein the apparatuscomprises a connection device integrated with the second deck section toconnect with the airplane gangplank assembly.
 16. The apparatusaccording to claim 15, wherein the connection device comprises: astacked plurality of flange bearings; and a plurality of ball bearingspartially surrounding the plurality of flange bearings.
 17. Theapparatus according to claim 16, wherein the fifth deck of the airplanegangplank assembly comprises: a third deck section; a fourth decksection; and a hinge securing the fourth deck section to the third decksection.
 18. The apparatus according to claim 17, wherein the apparatuscomprises a turntable having a shaft, the turntable being disposedapproximately flush with the third deck section, the shaft extendingtransversely through the third deck section and through the stackedplurality of flange bearings.
 19. The apparatus according to claim 1,wherein the apparatus further comprises a proximity post secured to theupper-frame assembly.
 20. The apparatus according to claim 19, whereinthe proximity post is at least one of pivotable and extensible.
 21. Theapparatus according to claim 1, wherein the one or more positionsinclude arcuate positions and pivotal positions.
 22. The apparatusaccording to claim 21, wherein the pivotal positions providezero-balance pivotability to assist in raising and lowering the airplanegangplank assembly.